Automatic vacuum restraint apparatus

ABSTRACT

An automatic vacuum restraint apparatus to restrain the passengers of a vehicle wherein sensors are employed around the periphery of the vehicle structure to be capable of denoting an unstable condition, the sensors effecting actuation of the vacuum system within the vehicle to draw a vacuum between the body of each passenger and its respective passenger seat.

United States Patent Kendall 51 May 15, 1973 [54] AUTOMATIC VACUUMRESTRAINT APPARATUS [75] Inventor: Giles A. Kendall, Burbank, Calif.

[73] Assignee: Menasco Manufacturing Company,

, Burbank, Calif.

[22] Filed: Apr. 12, 1971 [21] Appl.No.: 133,013

[52] US. Cl. ..180/103, 280/150 B, 296/65 A, 297/216, 297/384 [51] Int.Cl. ..B60r 21/10 [58] Field of Search ..280/l50 AB, 150 B; 296/65 A;297/216, 384, 390, 353, DIG. 3, DIG. 8

[56] References Cited UNITED STATES PATENTS 3,409,326 ;11/1968 Kemer..280/l60 SB x 3,495,675 2/1970 Hass et a1. ..280/150 AB X 3,406,77410/1968 Lacey 180/96 3,137,523 6/1964 Karner... .....297/453 X 3,622,97411/1971 Best ...280/150 AB 3,627,345 12/1971 Mire ..280/150 l3 A ttorney Robert E. Geauque [57] ABSTRACT An automatic vacuum restraintapparatus to restrain the passengers of a vehicle wherein sensors areemployed around the periphery of the vehicle structure to be capable ofdenoting an unstable condition, the sensors effecting actuation of thevacuum system within the vehicle to draw a vacuum between the body ofeach passenger and its respective passenger seat.

9 Claims, 6 Drawing Figures SHEET 2 BF 3 \68 flea ee, eea 68 THRESHOLDTHRESHOLD THRESHOLD THRESHOLD THRESHOLD GATE GATE I GATE GATE GATE 66 II166 I Iilss I lies I Ii INVENTOR. GILES A. KENDALL BY Ff ATTORNEYBACKGROUND OF THE INVENTION The field of this invention relates to therestraining of passengers of a vehicle in a specific position during anunstable or crash situation, or, more particularly, to the preventing ofinjury to passengers of a motor vehicle during crash or roll-over.

Air vehicles and land vehicles have long been in common use as a meansof transportation. Within both such vehicles it has been common toemploy the use of a seat belt to restrain the passengers within theseats during a crash situation or in an unstable situation. It is thefunction of the seat belt to help protect the passenger from injuryduring the crash or unstable situation.

The normal roads and highways which have been designed for use by theautomobile permit the vehicles to travel up to and even exceeding 70miles per hour. Accidents with the automobile are extremely common andare the direct result of a substantial number of fatalities each year.It has been found that the operator or passengers within a vehiclesustain the major portion of their injuries due to either movementwithin the vehicle or being thrown exteriorly of the vehicle. In recentyears, in an effort to hold the occupants of the vehicle within the seatduring an accident, a seat belt and- /or shoulder harness is employedaround the body of each occupant.

Although such shoulder harnesses and seat belts have proved to be mosthelpful in decreasing injury and accidents, such require that theoccupants connect the seat belt and/or shoulder harness upon effectingoperation of the vehicle. For a reason that can best be described ashuman nature, people either tend to forget or neglect to connect suchduring the operation of the vehicle. Actually, surveys tend to indicatethat passengers and the operators of vehicles only employ the use ofseat belts and/or shoulder harnesses less than twentyfive percent of theoperating time of the vehicle.

Within recent years, it has been envisioned that shoulder harnesses andseat belts can be done away with completely with an air bag system beingsubstituted therefor. Basically, an air bag system is mounted within thevehicle, usually forward of the front seat and forward of the back seat.Upon the vehicle incurring a predetermined impact force, an actuationsystem is activated which causes the air bags to be filled and expandwithin the vehicle placing a large pillowy cushion around the occupants.

Although such an air bag system adequately protects the passenger andoperator against potential injury in an accident, such systems areactivated even in a very minor accident where such a system is notneeded. Also, once the air bag has been actuated, it is normallyrequired that the air bag assembly be taken to a skilled person whoknows how to recollapse and rejuvenate the air bag actuation system andrelocate such to be ready for the next activation.

It would be desirable to design a restraint system for passengers andthe operator of a vehicle wherein the restraint system did not requireto be connected or activated by any function of the operator orpassenger, adequately protects the passengers and operator during anaccident or unstable situation, and does not require any rejuvenation orreplacement of structure after activation.

SUMMARY or THE INVENTION The automatic vacuum restraint apparatus ofthis invention is designed to be employed in conjunction with a vehiclestructure such as an automobile. Each of the seats within the vehicle inwhich a passenger and the operator is to be seated is formed to includevacuum cups or chambers within the back portion and bottom portion ofthe seat. A source of vacuum is to be supplied for each passenger seatto be conductible into the vacuum chamber located in the back portionand bottom portion of the seat. Sensors are to be located adjacent thevery front portion of the vehicle and the very back portion of thevehicle as well as adjacent the sides of the vehicle with an inertiasensor located in the top of the vehicle. The sensor note the initialstages of impact which result in activation of the vacuum system withinthe seats upon impact occuring. The inertia sensor upon initialroll-over of the vehicle similarly activate the vacuum systems withinthe seats. Also located within the seat structure are compressible soliddampers which permit the seat to move forward a certain amount if theforce of impact exceeds a predetermined value. A damping unit is to beassociated with the bottom of each seat and also with the tiltable backportion of each seat. This damping system keeps the occupants of thevehicle from incurring inertia forces over a predetermined value in ahigh impact situation, which would automatically cause significantdamage to a person.

In a modification of the apparatus of this invention, a comfort systemmay be employed wherein such can be actuated by means of the brakingforce exceeding a predetermined amount, indicating an extreme fast stopsituation. Upon the braking force exceeding a predetermined value, thevacuum can be supplied to the seats, as aforementioned, either wholly orpartially.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cut-away view of anautomobile within which is employed the apparatus of this invention;

FIG. 2 is a front view of a multiple passenger seat assemblyincorporating the apparatus of this invention;

FIG. 3 is a cross-sectional view through the seat structure of thisinvention taken along line 3-3 of FIG.

FIG. 4 is a diagrammatic representation of the overall system of theapparatus of this invention;

FIG. 5 is a diagrammatic representation of a dual seat arrangementincorporating both the vacuum system and the damping structure includedwithin this invention; and

FIG. 6 is a diagrammatic representation of the comfort vacuum systememployed in combination with the brake pressure of the vehicle.

DETAILED DESCRIPTION OF THE SHOWN EMBODIMENTS Referring particularly tothe drawings, there is shown in FIG. 1 a land vehicle 10 having apassenger compartment l2 and being adapted to move upon the ground 14 bymeans of wheels 16. Within the passenger compartment 12 is located afront seat 18 and a back seat 20. The vehicle also includes theconventional accelerator pedal 22, a brake pedal 24, and a steeringwheel 26 The restraining system of this invention depends primarily uponthe time interval which occurs from initial impact of the vehicle towhere the impact force is transmitted to the occupants 28 of the vehicle10. In other words, if the vehicle runs into an object with the frontportion of the vehicle, it has been found that the front portion of thevehicle deflects or absorbs a portion of the impact force prior totransmission of the impact force to the occupants 28 of the vehicle.Normally, this time lag is greater than one-tenth of a second.Therefore, the system of this invention is designed to operate inone-tenth of a second or less.

To employ the use of this time delay, sensors are employed within theperiphery of the vehicle 10. A front sensor 30 is located within thestructure of the vehicle 10 adjacent the front bumper 32. A back sensor34 is located within the structure of the vehicle 10 adjacent the backbumper 36. Side sensors 38 and 40 are located on each side of thevehicle. A roll sensor 42 is located within the top portion of thevehicle 10. It is to be understood that the placement of the sensors andthe number of such sensors is considered to be a matter of choice ordesign and may be readily varied within the scope of this invention. Forexample, the roll sensor 42 need not be located within the top of thevehicle but may be located at any other portion of the vehicle. Also,the structure of the roll sensor 42 functions only when the vehiclebegins to roll over. The structure depicted for the roll sensor 42 isonly an example of numerous other types of structures which could bereadily employed to depict roll.

Referring particularly to FIG. 2 of the drawings, there is shown thefront seat 18 having three in number of occupant seats 44. Each of theoccupant seats 44 are adapted to seat a single person therein. Althoughthe occupant seats 44 are shown located within a single seat 18, it isto be understood that other types of seats could be employed such aswhat is termed a bucket seat which is a single seat structure for asingle individual.

Each of the occupant seats 44 is to be covered with a decorative andporous upholstery 46. Located directly adjacent the upholstery 46 is anactive layer 48 which is configured to provide vacuum chambers 50 whichcan act upon the occupant of the seat 44. The function of the activelayer 48 is to provide a plurality of individual chambers 50 which arecapable of reacting singularly to apply a vacuum to an occupant of theseat 44. The chambers 50 are shown configured in the shape of peripheralrectangles. However, it is understood that the chambers 50 could be anyother configuration such as a suction cup or the like.

Within the back portion of the active layer 48 is a flow control orifice52 which connects each chamber 50 with a plenum layer 54. A corrugatedspring 56 is located within the plenum layer 54 and is adapted tomaintain the plenum layer 54 open even when the occupant 28 is occupyingthe seat 44. In essence the spring 56 maintains the spacing between theback portion of the active layer 48 and the inner seat covering 58.Located interiorly of the seat covering 58 are the conventional seatsprings 60. A conduit 62 is connected to a conduit fitting 64 of theseat covering 58. The conduit 62 is to connect a vacuum into the plenumlayer 54.

It may be desirable in certain instances to employ a modification of thestructure of the occupant seats 44.

For example, it is envisioned that the plenum layer 54 and the activelayer 48 could be combined into a single layer. Also, the vacuum chamber50 configuration could be widely varied, it only being necessary that alow pressure zone be created between the passenger 28 and the seat 18.

Referring particularly to FIG. 4 of the drawings, the sensors 30, 34, 38and 40 are shown to be of the conventional strain gauge construction.Basically, the function of the strain gauge is that upon impact of thevehicle and fracturing of the vehicle structure, the electricalresistance of the strain gauge will vary. This variation in resistanceis picked up by a threshold gate. Basically, the treshold gate 66functions to transmit a signal only upon a predetermined amount ofvariation in resistance. The signals from the threshold gates 66 arethen transmitted to an amplifier 68. The amplified signal from theamplifier 68 is then transmitted to effect operation of a solenoid valve70.

It is to be noted that there are two solenoid valves 70 for eachoccupant seat 44. In other words, a vehicle which is designed for sixpassenger will have twelve in number of such solenoids 70. Each solenoid70 of the bottom portion of each occupant seat 44 are connected througha main conduit 72 to the branch conduits 62 within the front seat 18.Each solenoid 70 of the back portion of each occupant seat 44 isconnected through a main conduit 74 to the branch conduits 62 within thefront seat 18. It is to be understood that for the front seat 18 of FIG.2, there would be three separate solenoids 70 for the bottom portionthereof and there would also be three solenoids 70 employed for the backsection of the front seat 18.

A similar arrangement is employed with respect to the back seat 20wherein a solenoid valve 70 is connected through a main conduit 76 towithin the bottom portion of each occupant seat 44 within the back seat20. Conduit 76 is connected to conduits 62 in the same manner. Also, asolenoid 70 is connected through main conduit 78 to each of the branchconduits 62 within the back portion of each occupant seat 44 within theback seat 20.

Each of the solenoids 70 includes a piston valve 80 which is supportedin a cylinder 83 and biased to closed position by spring 82. A coil 84is to be electrically connected to its respective amplifier 68 and, uponactuation thereof, is to effect movement of the piston valve 80 againstthe bias of the spring 82. Upon actuation of coil 84 and movement of thepiston 80, air is permitted to be conducted from adjacent the surface ofthe occupant seat 44 through the conduits 62 and its respective mainconduits 72, 74, 76 or 78, into a respective intermediate conduit 86containing an accumulator 88. Each of the intermediate conduits 86 areconnected through a check valve 90 to a main supply conduit 92. The mainsupply conduit 92 is to be connected to a source of vacuum such as theengine vacuum of the vehicle itself.

It is to be understood that each of the sensors 30, 34, 38 and 40 arecapable of effecting operation of all the solenoids 70. This is desiredsince the sensors 30, 34, 38 and 40 are each located in difierent partsof the automobile, and upon receiving an impact in one area of theautomobile it is desired that all occupants of the vehicle be firmlyretained within their seats.

It is to be noted that each of the sensors 30, 34, 38 and 40 are what iscommonly referred to as deformation sensors in that they only activateupon deformation of the vehicle structure. Normally, upon deformationoccurring in the area of one of the sensors 30, 34, 38 and 40, theactivation of the solenoids 70 and restraining of the passengers withintheir seats is quick enough in time to be prior to the force of theimpact being transferred to the occupants. However, an additional sensor42 is employed which does not depend upon deformation. Sensor 42 isactivated upon the car beginning to turn over and roll upon its top.

Sensor 42 may assume any of several configurations and may be composedof a piston 94 which is mounted within a cylinder 96 (see FIG. 4). Thepiston 94 is supported within the cylinder 96 by means of springs 98 and100. The bias of the springs 98 and 100 is substantially in line and inopposite direction with respect to each other, thereby holding thepiston 94 substantially in the center of the cylinder 96. A movable tap102 is directly connected to the piston 94. The movable tap 102 isoperatively connected to resistor 104 of a potentiometer assembly.Resistor 104 is also connected to a battery 106 which is located toestablish vacuum potential at the mid-point of resistor 104. Thereby, ifrollover of the vehicle occurs, the inertia of the roll will causepiston 94 to move one way or another against the bias of either spring98 or 100. In such an instance movable tap 102 will move along resistor104 in a direction away from the reference potential established bybattery 106. As a result, upon a sufficient change of the resistivevalue of resistor 104, activation of a threshold gate 66 occurs which inturn through an amplifier 68 effects actuation of the solenoids 70. Itis understood that sensors 30, 34, 38 and 40 could be of the inertiatype which senses a change in velocity along any axis of the vehiclerather than of the deformation type.

The operation of the vacuum vehicle restraint system of this inventionis as follows: It will be assumed that the automobile has been caused tohave an accident with the front portion of the vehicle causingdeformation thereof. As a result of such deformation, the resistancewithin the strain gauge 30 has varied which upon reaching apredetermined value effects actuation of a threshold gate 66. The signalfrom the threshold gate 66 is transmitted through an amplifier 68 andeffects operation of all the solenoids 70. As a result, simultaneouswithdrawing of air adjacent each of the occupant seats 44 isaccomplished by means of the air being transmitted within theaccumulators 88 through conduits 62 and 86. The check valves 90 functionto permit flow of air only toward the main vacuum conduit 92 and not inthe reverse direction. If there is no person located within the occupantseat 44, upon activation of its respective solenoids 70, air ispermitted to flow freely into main supply conduit 92. However, becauseof check valve 90, other seats where a person is sitting are unaffectedin that the vacuum is permitted to accumulate within their respectiveaccumulators 88.

The actual vacuum drawn against the person does not have to besubstantial to retain the person within the seat during a high impactforce accident. It has been found that 6 or 8 pounds per square inchunder atmospheric pressure is adequate to retain a person within theseat during a high impact force situation. Also, it is noted that thehead rests 108 apply a vacuum against the persons head as well as thevacuum being applied against his body. The vacuum will normally bemaintained through a period of approximately 5 sec- 6 onds and willgradually dissipate thereafter permitting the occupant to leave theseat. It is desired to restrain the occupant for a period of 5 secondsto protect the occupant in case the accident is of a roll-over type ofaccident.

The vacuum system of this invention also protects for side impact whichis not possible in previously described air bag systems. It has beenfound that the system recharges itself automatically after use (within aperiod of about five seconds with the engine motor running).Additionally, within the vehicle, means could be mployed uponthe vehicledash to check out the system to make sure that it is working properly.

It is to be understood that if "the vehicle is struck from the rear thatthe sensor 34 will effect actuation of all the solenoids 70. If thesystem is struck from the sides, either sensor 38 or 4owill effectactuation of the sys tem. If the vehicle is rolling over, than sensor 42ill be employed to actuate the system.

It has been found that optimum restraint will be employed with thevolume of each of the tanks 88 having approximately 125 cubic inches.However, the size of each of the tanks 88 is considered to be a matterof choice or design and may be readily varied.

Another advantage of the apparatus of this invention is that it has beenfound to adequately protect a small child the same as a large adult.Because the area of the child is smaller than the adult, the child isnot subjected to any greater restraint force than the adult.

Referring particularly to FIG. 5 of the drawings, the previouslydescribed system is shown incorporated within a front seat 18 and a backseat 20. However, it is contemplated that in certain instances a greaterthan average or greater than maximum desired impact force willexperienced by the vehicle. In such an instance it is desired to havethe seats 18 and 20 themselves move so as to lower the impact force towhich the occupant is being subjected. To accomplish such, the bottomportion 18 of the front seat 1 8 is slidably mounted with respect to thevehicle body on a track surface 55 and is normally restrained againstmovement by means of a first damping unit 110. The back 18b of the frontseat is pivotally mounted to the bottom portion 18a by means of a pivot57 and is normally restrained against movement by a second damping unit112. Similarly the bottom portion 20a of the back seat 20 is slidablymounted with respect to the vehicle body and is normally restrained bymeans of a third damping unit 1 14, with the back portion 20b thereofbeing pivotally mounted with respect to the bottom portion 20a andnormally restrained by means of a fourth damping unit 116. The dampingunits 110 through 116 may be of a pneumatic type of or possibly of ahydraulic type. However, it is contemplated by the applicant that acompressible solid spring damper with a preselected initial spring forcemay be particularly advantageously employed within this situation, sucha damper being described in US. Pat. No. 3,053,526, issued Sept. 11,1962. The desirable features of the compressible solid type of springdamping unit would be that the maximum energy absorption occurs per unitsize, and also that after the damping movement, the seats willautomatically return to their initial position.

As can be readily seen from FIG. 5 in the drawing as represented by thephantom lines, both the bottom portions of the seats are movable in aforward direction as is also both the back portions of the seat. It isin this direction that it is particularly desired to provide thisadditional impact absorption characteristic, as it is usually theforward direction where such a high impact force will occur. It is to beunderstood that the damping units 110, 112, 114 and 116 all operateindependently of each other and it may be found in a given situation,due to the weight of specific occupants of the seat, that the front seatmay move forward with the back seat standing still during an impactsituation. It is additionally to be understood that the damping unitsonly act upon the impact force reaching a predetermined level.

It is to be understood to be within the scope of this invention toemploy a plurality of damping units for the bottom of each seat or theback of each seat, or to only employ a single damping unit. Such is tobe considered a matter of choice or design depending upon the forcerequirements necessary and absorption characteristics of the dampingunits.

Within FIG. 6 there is shown an optional comfort system which may beemployed in combination with the previous structure, or employedindividually, or employed in conjunction with the previous structure.Basically, in situations where it is necessary for the operator to brakethe vehicle at an extremely rapid rate, a vacuum will be applied by thesystem of FIG. 6 to the occupant seats to firmly retain the occupants inposition and prevent them from incurring any substantial injury. Also,in situations where impact is imminent and the operator of the vehiclehas applied the brakes, the restraint will have been applied earlierthan anticipated, negating the employment of the inherent time delay inthe previous system.

It is to be understood that the seats 18 and 20 include a similar plenumlayer to which the conduit 118 is capable of applying a vacuum.Intermediate conduit 120 is connected to the conduit 118 and also toconnection conduit 122. One end of the connection conduit 122 cooperateswith a cylinder 124 within which is a piston 126 connected to a pistonrod 128 and piston 128 is connected to a pivotable tap 130. Tap 130 isbiased by a compression spring 132 toward a first position and one endof the tap 130 is in movable contact with a resistor 134. The pivotedend of the tap 130 is connected through conductor 136 to an electricalsignal comparing device 138.

The opposite end of the conduit 122 connects with a chamber 140 which isnormally closed by means of solenoid plunger 142. Plunger 142 isnormally biased to the closed position by means of a spring 144. A coil146 surrounds a portion of the plunger 142 and is capable, upon beingactuated, to move the plunger 142 against the biasing action of thespring 144. The coil is electrically connected by conductor 148 throughan amplifier 150 to the comparing device 138.

Also, a conductor 152 is connected to the comparing device 138 andterminates at one end of the pivotable tap 154. The pivotable tap 154 isbiased by a spring 156 also to a first position. .The free end of thetap 154 is in movable contact with a resistor 158. A piston rod 160 isconnected between the movable tap 154 and a piston 162. Piston 162 ismovably mounted within a cylinder 164, with the open end of the cylinder164 being connected through passage 166 to a second cylinder 168. Secondcylinder 168 has movably mounted therein a piston 170 which is directlyconnected by piston rod 172 to the brake pedal 24.

A main vacuum conduit 174 is connected to the chamber 176 which containsvalve 142 and the conduit 174 contains a check valve 178 and anaccumulator 180. The function of the check valve 178 and the accumulator180 is identical to the previous description relating to check valve andthe accumulator 88.

The operation of the comfort systems shown in FIG. 6 of the drawings isas follows: It will be assumed that the brake pedal 24 has not beenactuated but that the vehicle is moving along the roadway without anyneed to apply the brakes. In such a position the movable tap 154 kicksoff a reference voltage at the resistor 158 and transmits such to thecomparing device 138. Also, the movable tap kicks off a referencevoltage at the resistor 134 and such is transmitted through conductor136 to the comparing device 138. Since these voltages are equal, nosignal is transmitted from the comparing device 138 through amplifier150, and coil 146 remains unactuated, thereby positioning the plunger142 to close off chamber 140. Air has been withdrawn through the checkvalve 178 from accumulator 180, main supply passage 174, and chamber 176on the aft end of the plunger 142. It is to be noted that the size ofthe spring 144 is to be selected so that this vacuum will not remove theplunger 142 from it seat closing off chamber 140.

Let it be assumed that the operator of the vehicle compresses the brakepedal 24 a substantial amount. It is normally to be desired that thecomfort system will not be actuated unless a substantial compression ofthe brake pedal 24 occurs. In other words, during normal drivingsituations no actuation of the comfort system will occur. After apredetermined amount of movement of the brake pedal 24, the fluidpressure transmitted by piston to piston 162 effects movement of themovable tap 154 along the resistor 158 and a change in electrical signalis transmitted through conductor 152 to the comparing device 138. Thissignal is then compared with the signal being transmitted throughconductor 136 denoting the position of the movable tap 130 with respectto resistor 134. At present, it is to be assumed that the movable tap130 is still in the reference voltage position. As a result, a signal isemitted from the comparing device 138 through the amplifier 150 toactuate the coil 146. This actuation of coil 146 removes plunger 142from its seat and opens the vacuum within chamber 176 and theaccumulator to conduits 122, 120 and 118. As a result, a removal of airoccurs from between each occupant and the seat within which the occupantis sitting, tending to restrain the person within the seat.

Let it be assumed that the brake pedal 124 is applied in rapidsuccession, each time being applied vigorously. There may be asufficient vacuum applied between each occupant and its seat to retainthe occupant therein without requiring the need to apply additionalvacuum. For this reason, the present vacuum which exists within each ofthe seats is measured through conduit 122 by means of piston 126. Thisvacuum tends to move piston 126 and the movable tap 130 against the biasof the spring 132. The amount of vacuum which is contained within theseats is directly proportional to the movement of the movable tap 130.Also, as a direct result, an electrical signal is being transmitted fromresistor 134 through conductor 136 into the comparing device 138. Thiselectrical signal is compared with the desired electrical signal fromconductor 152, and from this comparison a need for the vacuum connectionthrough valve 142 is determined. If it is found through the comparisonthat additional vacuum is required, an electrical signal will betransmitted from the comparing device 138 through conductor 148 andamplifier 150 to actuate the coil 146, thereby connecting the vacuumchamber 180 to the conduits 118, 120 and 122.

What is claimed is: l. A restraint system for the passengers of avehicle comprising:

first means located within the body structure of the vehicle to becapable of sensing an abnormal condition of the vehicle; second meansconnected to an occupant seat within the vehicle to be capable offorming a fluid tight chamber means with a portion of the body of anoccupant of said seat; third means actuatable by said first means toconnect a vacuum source with said chamber means; and said chamber meanscomprises an active layer formed into a plurality of individual chambersopen at the side adjacent said body portion of the occupant, a plenumchamber located adjacent said active layer and connecting each of saidindividual chambers through an orifice arrangement, said plenum chamberhaving a biasing means located throughout to prevent closing of saidplenum chamber, said third means comprising means for connecting saidplenum chamber to said vacuum source for pulling the body portion of theoccupant against said active layer and substantially closing the openside of at least some of said individual chambers. 2. A system asdefined within claim 1 wherein: therebeing a plurality of individualoccupant seats within said vehicle, therebeing a separate vacuum sourcefor each of said individual occupant seats. 3. A system as definedwithin claim 1 wherein: said third means comprises means for sensing themagnitude of said signal and applying said vacuum source upon saidsignal reaching a predetermined magnitude. 4. A system as defined withinclaim 3 wherein: said third means comprises an electrical signaloperated solenoid valve, said solenoid valve upon being actuated by saidfirst means connecting said vac uum source to said chamber means. 5. Thesystem as defined in claim 1 wherein: said plurality of individualchambers comprises at least a first chamber and a second chamber, saidsecond chamber being located entirely about said first chamber.

6. A restraint system for the passengers of a vehicle comprising:

first means located within the body structure of the vehicle to becapable of sensing an abnormal condition of the vehicle;

second means connected to an occupant seat within the vehicle to becapable of forming a fluid tight chamber means with a portion. of thebody of an occupant of said seat;

third means actuatable by said first means to connect a vacuum sourcewith said chamber means;

said first means transmits a signal to said third means in response toan impact force upon said vehicle causing said vehicle to change speedor direction; and

fourth means connected with said seat to permit movement of said seatupon said impact force exceeding a predetermined level.

7. A system as defined within claim 6 wherein:

said fourth means comprises a first damping unit connected to the bottomportion of said seat and a second damping unit connected to the backportion of said seat, said first and second damping units beingconnected to said body structure of said vehicle.

8. A restraint system for the passengers of a vehicle comprising:

first means located within the body structure of the vehicle to becapable of sensing an abnormal condition of the vehicle;

second means connected to an occupant seat within the vehicle to becapable of forming a fluid tight chamber means with a portion of thebody of an occupant of said seat;

third means actuatable by said first means to connect a vacuum sourcewith said chamber means; and

said vehicle having a braking system to be selectively operated by anoperator to stop or slow said vehicle, said first means being actuatableby operation of said braking system to obtain a predetermined degree ofbraking.

9. A system as defined within claim 8 wherein said third meanscomprising comparator means for comparing in a single instance thedesired level of vacuum within said chamber means with the existinglevel of vacuum within said chamber means, said comparator means closingsaid connection to said vacuum source when said two levels aresubstantially the same.

1. A restraint system for the passengers of a vehicle comprising: firstmeans located within the body structure of the vehicle to be capable ofsensing an abnormal condition of the vehicle; second means connected toan occupant seat within the vehicle to be capable of forming a fluidtight chamber means with a portion of the body of an occupant of saidseat; third means actuatable by said first means to connect a vacuumsource with said chamber means; and said chamber means comprises anactive layer formed into a plurality of individual chambers open at theside adjacent said body portion of the occupant, a plenum chamberlocated adjacent said active layer and connecting each of saidindividual chambers through an orifice arrangement, said plenum chamberhaving a biasing means located throughout to prevent closing of saidplenum chamber, said third means comprising means for connecting saidplenum chamber to said vacuum source for pulling the body portion of theoccupant against said active layer and substantially closing the openside of at least some of said individual chambers.
 2. A system asdefined within claim 1 wherein: therebeing a plurality of individualoccupant seats within said vehicle, therebeing a separate vacuum sourcefor each of said individual occupant seats.
 3. A system as definedwithin claim 1 wherein: said third means comprises means for sensing themagnitude of said signal and applying said vacuum source upon saidsignal reaching a predetermined magnitude.
 4. A system as defined withinclaim 3 wherein: said third means comprises an electrical signaloperated solenoid valve, said solenoid valve upon being actuated by saidfirst means connecting said vacuum source to said chamber means.
 5. Thesystem as defined in claim 1 wherein: said plurality of individualchambers comprises at least a first chamber and a second chamber, saidsecond chamber being located entirely about said first chamber.
 6. Arestraint system for the passengers of a vehicle comprising: first meanslocated within the body structure of the vehicle to be capable ofsensing an abnormal condition of the vehicle; second means connected toan occupant seat within the vehicle to be capable of forming a fluidtight chamber means with a portion of the body of an occupant of saidseat; third means actuatable by said first means to connect a vacuumsource with said chamber means; said first means transmits a signal tosaid third means in response to an impact force upon said vehiclecausing said vehicle to change speed or direction; and fourth meansconnected with said seat to permit movement of said seat upon saidimpact force exceeding a predetermined level.
 7. A system as definedwithin claim 6 wherein: said fourth means comprises a first damping unitconnected to the bottom portion of said Seat and a second damping unitconnected to the back portion of said seat, said first and seconddamping units being connected to said body structure of said vehicle. 8.A restraint system for the passengers of a vehicle comprising: firstmeans located within the body structure of the vehicle to be capable ofsensing an abnormal condition of the vehicle; second means connected toan occupant seat within the vehicle to be capable of forming a fluidtight chamber means with a portion of the body of an occupant of saidseat; third means actuatable by said first means to connect a vacuumsource with said chamber means; and said vehicle having a braking systemto be selectively operated by an operator to stop or slow said vehicle,said first means being actuatable by operation of said braking system toobtain a predetermined degree of braking.
 9. A system as defined withinclaim 8 wherein said third means comprising comparator means forcomparing in a single instance the desired level of vacuum within saidchamber means with the existing level of vacuum within said chambermeans, said comparator means closing said connection to said vacuumsource when said two levels are substantially the same.